Aeroplane construction.



R. A. EMMONS.

ABROPLANB CONSTRUCTION.

APPLICATION FILED JUNE 12, 1914.

1,1 12,126, Patented Sept.29,1914.

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as l I GHQ aim RUPERT A. EMMONS, OF WASHINGTON, DISTRICT OF COLUMBIA.

AEROPLAN E CONSTRUCTION.

Specification of Letters Patent.

Patented Sept. 29, 1914.

Application filed June 12, 1914. Serial No. 844,708.

To all whom it may concern:

Be it known that I, RUPERT A. EMMoNs, citizen of the United States, residing at Washington, in the District of Columbia, have invented certain new and useful Improvements in Aeroplane Constructions, of which the following is a specification.

The invention has for an important object to give an arrangement and formation of wing whereby, with a single plane unit of simple form a large number of functions heretofore involvin a much reater number of parts may be attaine It is one important purpose to give a construction which will preserve the horizontal equilibrium both transversely and longitudinally, and also produce such action as will offset the effects of side usts. The plane construction presented a so in itself will simplify the control of the machine against descending flight and relieve, much of the nervous and mental tension on the aviator in guarding against such action on the part of the craft equipped with my invention. This detail is of particular value in automatically producing a safe gliding angle in the course of the machine.

It is an important attainment of the in vention that the construction of the plane will tend to promptly head the craft into the wind when struck by a side gust 0r lateral draft; and lateral guidance of the craft may be accomplished with facility.

A very important aim of the invention is to give a construction in such craft that will not be subject to tumbling flight in falling or when released from human control, but will tend to glide at a safe angle, and to adjust itself at such angle of flight quickly from an given position.

Additional objects and advantages will ap ear.

n the drawings forming a part of this application, Figure 1, is a top view of a monoplane constructed in accordance with my invention, Fig. 2 is a front view thereof. Fig. 3 is a side view. Fig. 4 is a detail top view of a modified wing construction. Fig. 5 isa front View thereo There is illustrated a monoplane including the body framework 10 from which extends the fuselage 11 at the rear extremity of which there are mounted the elevator 12 and horizontal rudder 13. A propeller 14 is mounted in the present instant in the forward end of the body 10. These details, together with the power connections for the propeller may be of usual construction. The power plant is of course preferably mounted in the body 10, its details notbeing illustrated. WVings or lifting planes 15 are mounted on the body at respective sides, the approximate form of which only is shown herein, the details of rib and fabric construction and mounting being producible by mechanics of ordinary skill properly versed in the art. These planes are given a rearward rake, and in addition an upward inclination, both at a constant angle throughout the major part of the planes with respect to the medial longitudinal axis of the craft. The planes are also given a downward-inclination from their forward edges toward the rear throughout this part of the structure to roduce the desired positive angle of inci ence, and may be cambered in accordance with customary ractice. From the points 16 of greatest elevation the wings are continued with a downward inclination in a lateral direction, forming the tips 17. These are inclined to give a negative angle of incidence to the front, being inclined upwardly to a slight degree toward their rear ed es, and are with or without camberpre erably without. The tips of the wings are preferably given an increased'rake or rearward direction, as

shown at 18 in Figs. 4 and 5. This increased rake is to allow a lateral gust to strike the main section of the plane as little interrupted by the tips as possible, with a resultant lessening of var ation of effect through differences in the direction of lateral gusts. The wings may be broader in a fore and aft direction at their bases than at their outer parts, though this is not essential, and in the present case they are shown of approximately the same fore and aft dimension throughout their length. The rake is such that the tips 17 are located well to the rear of the center of gravity of the machine, whereby the negative angle of the wing tips operates to depress the rear part of the craft and maintain it in a proper normal plane of flight subject to variation by the rudder 12 or the elevator, at the will of the aviator. The wing tips in the present case have boundaries in the form of a parallelogram, but this is not esential, and it would probably be referable to form these as illustrated in Figs. 4 and 5, where the body of the wing 15' is of approximately the same structure and form as that 15 first described, while the tip 17' is of triangular-form, and considerably elongated, so that it projects a considerable distance to the rear of the body of the wing. The purpose of the tip is in part to neutralize the upsetting effect of a side ust, and the area and inclination should e such that the downward force exerted thereon will balance the upward lift manifest through action of a st against the under side of the body of t e wing; and further, by these effects, which are strongest at the outer parts of the wing and tip for the object, to cause the craft to head up into the wind, with: out requiring the use of vertical planes or other elements separate from the wing.

The area of the tip is inversely proportional to the degree of its lateral inclination.- The area of the tip may be decreased and its angle of lateral inclination increased proportionately, as shown by the dotted lines in Figs. 4 and 5. By the elevation of the wings, thus placing the center of gravity in a low situation, the craft is given great natural lateral stability. The laterally inclined surfaces of the tips co6perate with the inclined surfaces of the wings so as to obviate the necessity for special vertical fins, planes, or ailerons, to produce this effect.

Another efiect attained by the construction described consists in the lateral movement of air engaged by the bod of the wings and consi erably compresse toward the outer ends of the wings, where it is focused in some degree in the concavity at the junction of the wing and tip, resulting in the derivation of a considerable lift from this-stream of compressed air, instead of its being allowed to simply escape directly from the wing after utilization of its initial inertia.

The tips are fixed in their relation to the body of the wings and are unitary therewith, in the present case, the frames of the wings being continued to form the ti s. If desired the tips and wings may be ormed with a lateral camber at their junction, so that no well defined line need mark their connection.

The construction is applicable both in monoplanes and in biplanes, without material modification. It is particularly valuable in monoplanes, because of the reduced head resistance resulting from the absence of extra elements such as fins, vertical planes, ailerons, etc., with their attendant braces and stays.

It is an advantage of my construction that when the craft encounters lateral gusts of air the lifting forces exerted on the planes will be approximately balanced by the depressing forces exerted. I

While the proportionate sizes of body and tip of the wings need not be essentially so it is believed desirable that the angles 0 the wing and tip to the horizontal are the same, the area of the tip should be approximately one-half that of the body portion, of the wing.

With regard to the lateral angle of the tip and its area, its proportions and relation to the horizontal may be expressed by the formula following: Let A represent the area of the body of the win ,B the area of the tip and G the horizonta then- B :%A :AC :BC.

In other words, the area of the tip is to one half the area of the bod of the wing as the lateral angle of the b0 y of the win to the horizontal is to the mean latera angle of the tip to the horizontal.

What is claimed:

1. An aeroplane comprising a body frame work, propelling and steering devices, liftplanes extending from opposite sides 0 the body, said wings having a rearward rake being also inclined upwardly from their bases for their major part and having a positive forward angle of incidence; their tips being inclined laterally downwardly and having a negative an le of incidence over at least a part of their area with res ect to the forward movement of the ma- 2. An aero lane comprising a body frame work, propel ing and steering devices, lifting planes extending from op osite sides of the body having a rearwar rake, said wings being also inclined upwardly and outwardly for their major part and having a positive angle of incidence, their tips having a second rake to the rear and bein inclined downwardly and outwardly, and aving also a negative angle of incidence with respect to the forward movement of the craft.

3. An aeroplane comprising a body frame work, propelling and steering devices, lifting planes extending from op osite sides of the body having a rearwar rake, said wings being also inclined laterally upward for their major part and having a positive angle of incidence, their tips having a secon rake to the rear and being inclined laterally downward.

4. An aeroplane comprising a body frame,

propelling and steering devices, lifting their area with respect to forward movelanes extending from opposite sides of the ment. of the craft. 10 ody, having a rearward rake, said wings In testimony whereof I affix my signature being also inclined laterally upwardly for in presence of two witnesses.

5 their major part and having a positive RUPERT A. EMMONS.

angle of incidence, their tips having a sec- Witnesses: m1 rake to the rear and having a negative H. L. Woonwann, angle of incidence for at least a part of WALLACE J. HJLL.

(Males at this patent my be obtained for he cents each. by addressing the commissioner of Istents I wsshington, D. 0. 

